Aircraft wing extension and nozzle system

ABSTRACT

A system and method to control flight of an aircraft. The aircraft having an engine with a rotatably nozzle assembly configured to create forward propulsion and yaw control of the aircraft. The engine exhaust passing through the nozzle is redirected with a valve disposed within the nozzle. Lift is created with a lift system carried by the wing of the aircraft. Additional lift is created during flight with a retractable wing extension disposed within the wing of the aircraft.

BACKGROUND

1. Field of the Present Description

The present application relates generally to an aircraft, and moreparticularly, to aircraft having a wing extension in combination with adirectional nozzle system.

2. Description of Related Art

Conventional rotary aircrafts typically include a main rotor forproviding vertical lift and horizontal flight. A torque is created asthe main rotor rotates during flight, which is canceled with ananti-rotational device. A tail rotor is an effective means for cancelingthe torque created; however, the tail rotors fail to provide propulsiveforce to the rotary aircraft. Further, conventional rotary aircraft havea limited payload capacity due to relatively small, if any, wings forproviding lift during flight.

Although the developments in helicopters systems and method haveproduced significant improvements, considerable shortcomings remain.

DESCRIPTION OF THE DRAWINGS

The novel features believed characteristic of the application are setforth in the appended claims. However, the invention itself, as well asa preferred mode of use, and further objectives and advantages thereof,will best be understood with reference to the following detaileddescription when read in conjunction with the accompanying drawings,wherein:

FIG. 1 is a perspective view of a rotorcraft having a propulsiveanti-torque system according to the preferred embodiment of the presentapplication;

FIG. 2 is a partial cut-away side view of the rotorcraft of FIG. 1;

FIG. 3 is a schematic view of a selected portion of the rotorcraft ofFIG. 1;

FIG. 4 is a perspective view of the propulsive anti-torque systemaccording the preferred embodiment of the present application;

FIG. 5 is a side view of the propulsive anti-torque system of FIG. 4;

FIG. 6 is a top view of the propulsive anti-torque system of FIG. 4;

FIG. 7 is an additional side view of the propulsive anti-torque systemof FIG. 4;

FIG. 8 is a perspective view of a rotating sleeve valve assembly of thepropulsive anti-torque system of FIG. 4;

FIG. 9 is cross-sectional view of the propulsive anti-torque system,taken along the section lines IX-IX shown in FIG. 6;

FIGS. 10A and 10B are top views of an aircraft utilizing the nozzlesystem and a retractable wing extension;

FIGS. 11A and 11B are top plan views of the aircraft of FIGS. 10A and10B;

FIGS. 12A and 12B are top plan view of a portion of a wing of theaircraft of FIGS. 10A and 10B; and

FIG. 13 shows a cross sectional view of the bearing system 1021 takenfrom FIG. 12B at XIII-XIII.

While the system of the present application is susceptible to variousmodifications and alternative forms, specific embodiments thereof havebeen shown by way of example in the drawings and are herein described indetail. It should be understood, however, that the description herein ofspecific embodiments is not intended to limit the invention to theparticular embodiment disclosed, but on the contrary, the intention isto cover all modifications, equivalents, and alternatives falling withinthe spirit and scope of the process of the present application asdefined by the appended claims.

DETAILED DESCRIPTION

Illustrative embodiments of the system of the present application aredescribed below. In the interest of clarity, not all features of anactual implementation are described in this specification. It will ofcourse be appreciated that in the development of any such actualembodiment, numerous implementation-specific decisions must be made toachieve the developer's specific goals, such as compliance withsystem-related and business-related constraints, which will vary fromone implementation to another. Moreover, it will be appreciated thatsuch a development effort might be complex and time-consuming but wouldnevertheless be a routine undertaking for those of ordinary skill in theart having the benefit of this disclosure.

In the specification, reference may be made to the spatial relationshipsbetween various components and to the spatial orientation of variousaspects of components as the devices are depicted in the attacheddrawings. However, as will be recognized by those skilled in the artafter a complete reading of the present application, the devices,members, apparatuses, etc. described herein may be positioned in anydesired orientation. Thus, the use of terms such as “above,” “below,”“upper,” “lower,” or other like terms to describe a spatial relationshipbetween various components or to describe the spatial orientation ofaspects of such components should be understood to describe a relativerelationship between the components or a spatial orientation of aspectsof such components, respectively, as the device described herein may beoriented in any desired direction.

The propulsive anti-torque system of present application is configuredto operate in an aircraft. In one embodiment, the aircraft has apropulsion system with a variable pitch fan installed approximate to anengine in the aircraft. The fan is driven directly from the main rotordrive via a short shaft. The configuration and location of the fanallows the primary exhaust from the engine to be mixed with the air flowfrom the fan. The mixed air flow from the fan and the engine passesthrough the tail boom and out the propulsive anti-torque system. Allembodiments of the system of the present application may be configuredin both manned and unmanned aircraft.

Referring to FIGS. 1 and 2, aircraft 101 includes a fuselage 109 and alanding gear 121. A rotor system 105 is configured to receive cyclic andcollective control inputs thus enabling aircraft 101 to make controlledmovements. For example, a collective control input changes the pitch ofeach rotor blade 123 collectively. In contrast, a cyclic control inputsselectively changes the pitch of individual rotor blades according to arotation position. For example, as rotor blades 123 rotate, a cyclicinput can increase the lift on one side of aircraft 101 and decrease onthe other side of the aircraft 101, thus producing a lift differential.In this manner, cyclic control inputs can be made to control the pitchand roll of aircraft, as well as to produce various tilting maneuvers.Even though the preferred embodiment is shown with four rotor blades123, it should be appreciated that alternative embodiments may usegreater or fewer rotor blades.

In the preferred embodiment, aircraft 101 includes a fixed wing 107extending from each side of fuselage 109. Fixed wing 107 is configuredto provide supplemental lift to aircraft 101 during forward flight.During forward flight, wing 107 produces lift, thereby reducing thelifting responsibilities of rotor system 105. The supplemental liftprovided by wing 107 acts to reduce vibration, as well as improve therange and efficiency of aircraft 101. It should be appreciated thatalternative embodiments of aircraft 101 may not include wing 107. Thepreferred embodiment of aircraft 101 also includes tail fins 119 whichprovide aerodynamic stability during flight. It should be appreciatedthat tail fins 119 may take on a wide variety of configurations. Forexample, tail fins 119 may be replaced with any combination ofhorizontal and vertical fins.

Aircraft 101 further includes an engine 111 that provides power to rotorsystem 105 via a transmission 115. Engine 111 is also configured toprovide power to a fan 113. Fan 113 provides compressed airflow topropulsive anti-torque system 103, via a engine exhaust duct 117. In thepreferred embodiment, fan 113 has variable pitch fan blades so thatflight system controls can control airflow produced by fan 113.Propulsive anti-torque system 103 is configured to selectively provideaircraft with a forward thrust vector, an anti-torque vector, and apro-torque vector, as described in further detail herein.

Referring now to FIG. 3, a portion of aircraft 101 is schematicallyshown. Propulsive anti-torque system 103 receives compressed air flowvia duct 117. During operation, inlet air 129 a enters an inlet 125 andis accelerated through fan 113. Fan accelerated air 129 b travelsthrough a duct system around engine 111 to a mixer portion 127 of duct117. Exhaust air 129 c is expelled from engine 111 and travels to mixerportion 127. Mixer portion 127 is a daisy-type nozzle that providesshear layers for disrupting airflow so as to facilitate mixing of fanaccelerated air 129 b and exhaust air 129 c so as to produce mixed air129 d. The mixing of the hot exhaust air 129 c with the cool fanaccelerated air 129 b acts to reduce the temperature of exhaust air 129c, thereby reducing the infrared (IR) signature of aircraft 101.External acoustic signature is also reduced because the fan and enginecomponents are located internally and sound is dampened in duct 117,before mixed air 129 d exits propulsive anti-torque system 103. Themixing also recovers heat energy from the exhaust to develop additionaluseful thrust over that of the fan alone.

Referring now to FIGS. 4-9, propulsive anti-torque system 103 is shownin further detail. System 103 includes a diverter 411 which is ingaseous communication with duct 117. System 103 further includes a fixednozzle assembly 401 having various nozzles for selectively producing athrust component in single or multiple directions. Fixed nozzle assembly401 preferably includes one or more of an anti-torque nozzle 403, apro-torque nozzle 405, and a thrust nozzle 407. It should be appreciatedthat alternative embodiments could include additional nozzles configuredto direct exhaust gases downwardly, thereby creating vertical lift.

A rotating sleeve valve 419 is located concentrically with fixed nozzleassembly 401. In the preferred embodiment, diverter 411 is integral torotating sleeve valve 419 such that rotation of rotating sleeve valve419 results in rotation of diverter 411. Rotating sleeve valve 419 isconfigured to be selectively rotated by a rotary actuator spindle 409.During operation, mixed air 129 d travels into diverter 411 from duct117. From diverter 411, mixed air 129 d travels through downstreamportions of rotating sleeve valve 419 (shown in FIGS. 8 and 9). Rotatingsleeve valve 419 selectively redirects mixed air 129 d into one or moreof anti-torque nozzle 403, pro-torque nozzle 405, and thrust nozzle 407.

Referring to FIG. 8, rotating sleeve valve 419 is rotatably mountedinside fixed nozzle assembly 401 such that a forward sleeve opening 431of diverter 411 is concentric with duct 117. Rotating sleeve valve 419includes a scoop 433 for aerodynamically turning mixed air 129 d intoselected nozzles of the fixed nozzle assembly 401. A sleeve vane 421 ispreferably fixedly located in a scoop opening 429 of scoop 433, so as tofacilitate the turning of mixed air 129 d. In an alternative embodiment,sleeve vane 421 may be configured to selectively rotate so as toaccommodate changes in flow characteristics of mixed air 129 d. Actuatorspindle 409 is located on an aft portion of rotating sleeve valve 419.Rotating sleeve valve 419 is operably associated with an actuator 435.Actuator 435, which is schematically shown in FIG. 8, is configured toselectively rotate rotating sleeve valve 419, via spindle 409, intodesired positions. Positioning of rotating sleeve valve 419 ispreferably controlled by an aircraft flight control computer, but mayalso be controlled by manual inputs by the pilot. In the preferredembodiment, actuator 435 is electric. However, it should be appreciatedthat actuator 435 can be a wide variety of devices capably ofselectively positioning rotating sleeve valve 419, via actuator spindle409, into desired positions.

Referring again to FIGS. 4-9, rotating sleeve valve 419 directs mixedair 129 d from diverter 411 into one or more nozzles on fixed nozzleassembly 401. Anti-torque nozzle 403 is preferably elliptically shapedand protrudes in an outboard direction from the main body portion offixed nozzle assembly 401. In alternative embodiments, anti-torquenozzle 403 can be of a wide variety of shapes, such as trapezoidal.Anti-torque nozzle 403 preferably has one or more anti-torque vanes 423for directing the flow of mixed air 129 d in an anti-torque direction.In the preferred embodiment, each anti-torque vane 423 is fixed to theinterior side walls of anti-torque nozzle 403. In alternativeembodiments, each anti-torque vane 423 may be articulated such that eachvane 423 is rotatable on a generally horizontal axis so as toselectively contribute pitch control of aircraft 101. During operation,rotating sleeve valve 419 is positioned to direct air throughanti-torque nozzle 403, so as to produce an anti-torque vector 413 dueto the propulsive forces from air 129 d being directed throughanti-torque nozzle 403. Aircraft 101 is configured such that rotorsystem 105 rotates in a counter clockwise direction 131, as shown inFIG. 1. In such a configuration, anti-torque vector 413 acts to canceltorque induced upon aircraft from the rotation of rotor system 105 incounter clockwise direction 131. Furthermore, anti-torque vector 413 isselectively generated for yaw maneuvering and yaw stability, in additionto anti-torque control. It should be appreciated that other embodimentsof aircraft 101 may have a rotor system which rotates is a clockwisedirection (opposite from counter clockwise direction 131). In such aconfiguration, propulsive anti-torque system 103 would be configuredsuch that anti-torque nozzle 403 would be on the opposite side ofaircraft 101.

Pro-torque nozzle 405 is preferably elliptically shaped and protrudes inan outboard direction from the main body portion of fixed nozzleassembly 401. In alternative embodiments, pro-torque nozzle 405 can beof a wide variety of shapes, such as trapezoidal. Pro-torque nozzle 405preferably has one or more pro-torque vanes 425 for directing the flowof mixed air 129 d in the desired pro-torque direction. In the preferredembodiment, each pro-torque vane 425 is fixed to the interior side wallsof pro-torque nozzle 405. In alternative embodiments, each pro-torquevane 425 may be articulated such that each vane 425 is rotatable on agenerally horizontal axis so as to selectively contribute to pitchcontrol of aircraft 101. During operation, rotating sleeve valve 419directs air through pro-torque nozzle 405 to produce a pro-torque vector415. Furthermore, pro-torque vector 415 is selectively generated for yawmaneuvering and yaw stability.

Thrust nozzle 407 is preferably scoop shape so as to extend upward andtoward an aft direction, as shown in FIG. 5. Thrust nozzle 407preferably includes a thrust vane 427 for directing the flow of mixedair 129 d in the desired thrust direction. In the preferred embodiment,thrust vane 427 is fixed to the interior side walls of thrust nozzle407. In alternative embodiments, thrust vane 427 may be articulated suchthat thrust vane 427 is rotatable. During operation, rotating sleevevalve 419 directs air through thrust nozzle 407 to produce a forwardthrust vector 417. Forward thrust vector 417 is selectively generated tocontribute to forward propulsion of aircraft 101.

In operation, rotating sleeve valve 419 is selectively rotated to directmixed air 129 d into one or more of anti-torque nozzle 403, pro-torquenozzle 405, and thrust nozzle 407. For example, sleeve valve 419 may bepositioned to direct all of mixed air 129 d into anti-torque nozzle 403to produce anti-torque vector 413. Similarly, sleeve valve 419 may bepositioned to direct all of mixed air into pro-torque nozzle 405 toproduce pro-torque vector 415. Similarly, sleeve valve 419 may bepositioned to direct all of mixed air into thrust nozzle 407 to produceforward thrust vector 417. In addition, sleeve valve 419 may be actuatedso as to direct mixed air 129 d into both anti-torque nozzle 403 andthrust nozzle 407 simultaneously so as to produce a resultant vectorwhich is a combination of anti-torque vector 413 and forward thrustvector 417. Sleeve valve 419 may be rotated so as to selectively adjustthe proportion of mixed air 129 d that travels through anti-torquenozzle 403 and thrust nozzle 407, thereby changing the resultant vectorthat forms from the combination of anti-torque vector 413 and forwardthrust vector 417. For example, 30% of mixed air 129 d may be directedthrough anti-torque nozzle 403 with 70% of mixed air 129 d beingdirected through thrust nozzle 407, so as to produce a resultant vectorforce that is 30% of anti-torque vector 413 and 70% forward thrustvector 417. In a similar manner, sleeve valve 419 may be actuated so asto simultaneously direct mixed air 129 d into both pro-torque nozzle 405and thrust nozzle 407 so as to produce a resultant vector which is acombination of pro-torque vector 415 and forward thrust vector 417.

Referring to FIG. 9, system 103 is depicted in a cross-sectional viewwith sleeve valve 419 positioned to direct airflow through thrust valve407. A bearing 437 a is located between diverter 411 and tailboom 133.In the preferred embodiment, diverter 411 is integral with rotatingsleeve valve 419 such that diverter 411 rotates with rotating sleevevalve 419. However, it should be appreciated that alternativeembodiments can be configured with diverter 411 as a stationary separatestructure from rotating sleeve valve 419. A bearing 437 b is locatedbetween rotating sleeve valve 419 and fixed nozzle assembly 401 tofacilitate rotational movement therebetween. Similarly, a bearing 437 cis located between spindle 409 and fixed nozzle assembly 401.

Turning next to FIGS. 10A and 10B in the drawings, top views of anaircraft 1001 are shown. Aircraft 1001 is preferably an unmanned aerialvehicle (UAV); however, the systems and methods disclosed herein couldeasily be utilized on both manned and unmanned aircraft. The relativelysmall size of aircraft 1001 enables the UAV to fit on a destroyer shipand/or other vehicles during operation. It should be understood thataircraft 1001 is configured to utilize one or more of the systemsalready disclosed above. For example, aircraft 1001 utilizes the engineand nozzle assembly above for controlling flight of the aircraft. In thepreferred embodiment, the engine exhaust duct and the nozzle assemblyare rigidly attached to and concentrically aligned to each other.Further, it should also be appreciated that the systems and devices ofaircraft 1001 could easily be incorporated in the one or more of theabove embodiments already disclosed.

In the preferred embodiment, aircraft 1001 comprises one or more of afuselage 1003 and an engine housing 1005 carried by a single wingstructure 1007. In the exemplary embodiment, aircraft 1001 includes asingle wing; however, it will be appreciated that the features disclosedherein could easily be incorporated in aircrafts having multiple wingstructures.

Aircraft 1001 provides significant advantages over conventionalaircraft. Specifically, aircraft 1001 is further provided with one ormore lift systems 1009 configured to create vertical lift. In theexemplary embodiment, aircraft 1001 includes two lift systems 1009 foradded stability and increased lifting capabilities. Aircraft 1001includes a conduit 1011 extending through wing 1007 and configured toreceive lift system 1009 therein.

Lift system 1009 comprises a rotor 1013 that rotates in conduit 1011 anda plurality of vanes 1015 for redirecting rotor downwash created byrotor 1013. The pivoting movement of vanes 1015 is created with one ormore actuator subsystems (not shown) controlled by one or more controlsubsystems preferably carried within fuselage 1003. In the preferredembodiment, aircraft 1001 achieves vertical lift and landing with arotary type system; however, it should be appreciated that alternativeembodiments could include different lift systems in lieu of thepreferred embodiment. For example, vertical lift could be achieved withone or more moveable nozzles in gaseous communication with the aircraftengine.

Aircraft 1001 is further provided with a retractable wing extension1015, which provides additional lift during flight. Wing extension 1015is preferably disposed within wing 1007 and configured to retracttherein and extend therefrom during flight to achieve a desired flightcondition. FIG. 10A shows the wing extension in a retracted position,while FIG. 10B shows the wing extension in an extended position. Wingextension 1015 also provides significant advantages, namely, the wingextension can create additional lift while in the extended position, butcan also reduce drag while retracted during high speed flight and/ortakeoff. Further description and illustration of wing extension 1015 areprovided below.

FIGS. 11A and 11B show top plan views of aircraft 1001 with wingextension 1005 in the respective retracted and extended positions.Aircraft 1001 comprises an engine 1017 configured to create forwardpropulsion and configured to also drive lift systems 1009. Atransmission 1019 and other associated shafts and devices are utilizedto transfer rotational movement from engine 1017 to lift system 1009. Itshould be understood that engine 1017 and the corresponding nozzleassembly 1018 are substantially similar in form and function to theengine and nozzle assembly embodiments discussed above.

Aircraft 1001 further includes a bearing system 1021 configured toreceive and support wing extension 1015. During operation wing extension1015 slides within bearing system 1021 when transitioning between theextended position and the retracted position. An arrow D1 shows thedirectional movement of wing extension 1015 during the transition, whichdirection is relatively parallel to the wing length. It will beappreciated that alternative embodiments could include wing extensionsthat pivotally attach to the wing in lieu of the preferred embodiment.

FIGS. 12A and 12B show top plan views of a portion of wing 1007. Thefigures provide further illustration of the systems associated with wingextension 1015. In particular, a driver system 1201 is utilized to drivethe wing extension between the retracted position, as shown in FIG. 12A,to the extended position, as shown in FIG. 12B. Aircraft 1001 furthercomprises a locking system 1203 configured to lock wing extension 1015in the retracted position.

In the preferred embodiment, driver system 1201 is a gear system havinga gear driver 1205 and a threaded shaft 1207, e.g., a worm gear. Shaft1207 couples to wing extension 1015 and extends through locking system1203. It will be appreciated that alternative embodiments could includedifferent driver systems in lieu of the preferred embodiment. Forexample, a hydraulic system could be utilized in lieu of a gearmechanism for extending and retracting the wing extension.

Locking system 1203 comprises a locking device 1209 configured toreceive shaft 1207 therethrough and configured to couple to anattachment device 1211 securely attached to wing extension 1015. Duringoperation, driver system 1201 retracts wing extension 1015 in directionD2 until attachment device 1211 engages and locks with locking device1209. In the retracted position, the wing extension remains securelylocked within wing 1007. Locking device 1209 disengages with attachmentdevice 1211 and driver system 1201 drives wing extension in direction D2as the wing extension transitions between the retracted to the extendedpositions. It should be noted that bearing system 1021 securelymaintains wing extension 1015 in coaxial alignment with driver system1201 during the transition.

FIG. 13 shows a cross sectional view of the bearing system 1021 takenfrom FIG. 12B at XIII-XIII. In the preferred embodiment, bearing system1021 is a shoe bearing having an outer housing 1301 and a material 1303disposed between the inner surface of the housing and the outer surfaceof the wing extension. Housing 1301 includes an inner contoured surfacearea 1305 matching an outer contoured surface area 1307 of the wingextension. It should be appreciated that housing 1301 is configured toprevent pivoting movement of the wing extension while in the extendedposition.

Material 1303 is preferably composed of a low coefficient of frictionmaterial, such as Rexton 2000™ Type III material, which is a polymericcomposite self-lubricating material designed for plain bearings andother load carrying moving components requiring low friction and wear.However, it will be appreciated that bearing system 1021 could includeother devices, e.g., mechanical bearings, and/or other suitablematerials for carrying loads. It should also be appreciated thatalternative embodiments of aircraft 1001 could include multiple bearingsystems 1021 for supporting wing extension 1015.

The system of the present application provides significant advantages,including: (1) increasing the speed of the aircraft; (2) blade loadingand flapping are significantly reduced; (3) the margins for hub andcontrol loads are improved; (4) the quality of the ride at high speedsis significantly improved; (5) the noise level is significantly reduced;(6) system complexity is greatly reduced; (7) the infrared (IR)signature of the rotorcraft is significantly reduced, because theprimary engine exhaust is highly diluted when mixed with the air flowfrom the fan; (8) the acoustic signature of the rotorcraft is greatlyreduced, because both the primary engine and the propulsive anti-torquesystem are internal to the tail boom of the rotorcraft; (9) therotorcraft is significantly safer for personnel during groundoperations, because both the primary engine and the propulsiveanti-torque system are internal to the tail boom of the vehicle, therebyeliminating the possibilities of exposure to hot exhaust gasses or tailrotor strikes; and (10) anti-torque thrust is provided without the cost,weight, and complexity of a tail-rotor type device or a thrust typedevice that uses a fan driven by a secondary drive system.

The particular embodiments disclosed above are illustrative only, as theapplication may be modified and practiced in different but equivalentmanners apparent to those skilled in the art having the benefit of theteachings herein. Furthermore, no limitations are intended to thedetails of construction or design herein shown, other than as describedin the claims below. It is therefore evident that the particularembodiments disclosed above may be altered or modified and all suchvariations are considered within the scope and spirit of theapplication. Accordingly, the protection sought herein is as set forthin the claims below. It is apparent that a system with significantadvantages has been described and illustrated. Although the system ofthe present application is shown in a limited number of forms, it is notlimited to just these forms, but is amenable to various changes andmodifications without departing from the spirit thereof.

What is claimed is:
 1. A method to control flight of an aircraft,comprising: creating forward propulsion and yaw movement with arotatable nozzle assembly in gaseous communication with an aircraftengine carried within a wing of the aircraft; creating lift with a liftfan system carried within the wing of the aircraft; and creatingadditional lift during flight with a retractable wing extension beingdisposed within the wing of the aircraft.
 2. The method of claim 1,further comprising: redirecting engine exhaust channeled through thenozzle assembly with a valve disposed within the nozzle assembly.
 3. Themethod of claim 1, wherein addition lift is created by extending thewing extension during flight.
 4. The method of claim 1, wherein creatinglift is achieved with a fan.